Power transmission



Aug ."31, 19.43. ,c. 'A NERACHER E1- AL 2,328,392

V POWER TRANSMISSION Filed May 13, 1958 11y Sheets-Sheet 1 A\18-"311943V c. A. NERACHER E-rAL '2,328,392

POWER TRANSMISSION Filed May 15. 1938- 11 Sheets-Sheet. 2

Aug. 31, 1943. C, A, NERACHER ET AL 2,328,392

POWER TRANSMISSION l VENTORS.

ATTO NEX. AA-M44 @l La M C. A. NERACHER ET AL Aug. 31, 1943.

POWER IRANSMISS ION Filed May 13, 1958 1l Sheets-Sheet 5 Aug 31 1943- yA NERAcHr-:R'ETAL 2,328,392

POWER TRANSMISSION Filed May 13, 1938y il Sheets-Sheet 6.

[Nl/ENTORS.

C. A. NERACHER ET AL Aug. 31, 1943.

' PowSR TRANSMISSION Filed May 13, 1938 1l Sheets-Sheet '7 Aug. 31,1943. c. A. NERAcHl-:R ETAL 2,328,392

PowERKTRANgMIssIoN 4 Filed May 13, 1958 11 Sheets-Sheet 8 Aug. 31, 1943.C, A. NERACHER ET AL l 2,328,392

POWER TRANSMISSION Filed May 13, 1958 11 sheets-sheet 9 1E-i5. EE?.

i /9 A T'TRNE Ys. ww, dit, W

.11 Sheets-Sheet 10 VENTO/es. fr

A TTORNE Ys. am

Aug. 31, 1943. c. A. NERACHER ETAL POWER TRANSMISSION Filed may 15, 193eIAung. 31,1943. c. A. NERACHER 4|= `r AL 42,328,392

POWER TRANSMI SS ION Filed May 13, 1938 11 Sheets-Sheet 11 Patented Aug.3l,

' 'UNITI-tof STATES rowEn TRANSMISSION Carl A. Neracher, William T.Dunn, Augustin J. v Syrovy, Teno Iavelli, Roy T. Bucy, and Otto W.Schutz, Detroit, Mich., assignors to Chrysler tion of DelawareCorporation, Highland Park, Mich., a corporaappucation May 13, 1938,.serial No. 207,714 l (ci. 'J4- 290) 86 Claims.

1 This invention relates to powertransmission of the type especiallyadaptedr for transmitting power for driving a motor vehicle.

One object of our invention is to provide an improved system of motorvehicle drive control embodying more desirable flexibility of speedratio changing, improved ease of operation, better economy of driving;also many features of vehicle drive control which adapted themselves todriving conditions at any time. v

Heretofore it has been lcustomary in many motor vehicle transmissionsystems to employ a change speed transmission of general standard type,giving three forwardspeed ratiosincluding direct and a reverse drive,together with an overdriving mechanism behind the standard transmissionso that the drive passes first through the standard transmission andthen'to the overdrive s mechanism. In such systems the usual relativelyslow speed axle ratio of. about 4.3 is customarily used. 'I'his wellknown overdrive mechanism provides an overrunning direct drive whichisreleasable, on release of the accelerator pedal to slow down theengine and the attainment of a predetermined vehicle speed such as fortymiles per hour, to automatically engage a centrifugal clutch to eifectan voverdrive through a planetary gear set. When the vehicle speed inoverdrive With the foregoing known overdrive arrangement, there islacking a desired flexibility of drive control in that the overdrive iseffective only on attaining a predetermined vehicle speed and onceengaged cannot be released until the car speed has dropped as aforesaid.Such arrangement prevents the realization of overdrive economy for citydriving which is ordinarily 75% of average driving conditions. Thereisalso the disadvantage in that, when in overdrive, the unfavorable speedratio drive prevents rapid car acceleration as is frequently desirablein passing another car or where for other, reasonsk the engine is calledy on to suddenly deliver greater torque or to rapid- .ly accelerate thecar. If the overdrive cut-in speed were reduced to, -say Ztl-*miles perhour. to enable more economlcalrunning in the city then the resultingunfavorable speed ratio wouldgive sluggish performance forrapldacceleration-in trafflc conditions.

Further disadvantages of the aforesaid conventional overdrive mechanismare that a very sturdy gearing is required because it is behindthefstandard type transmission wherein torque can be multiplied; alsothe requirement for mechanism to render the direct drive overrunningclutch inoperative to enable driving the vehicle L in reverse. h

Our present transmission system overcomes the disadvantages of theaforesaid known type of overdrive mechanism and offers many advantagesof structure, drive functions, and economy not heretofore possible.

We preferably employ certain fundamental arrangements of parts such asthe use of an underdrive or reduction drive mechanism ahead of a changespeed transmission of conventional or other typatogether with arelatively fast axle ratio -in'the neighborhood of 3.5 by way ofexample. i

-While the underdrive mechanism may have any desired number of speedratio drives or changes, we preferably provide an arrangement whereby'the drive through this mechanism is either direct, viz., a speed ratioof 1 to 1, or an underdrive, viz., a speed reduction less than 1 to x1.More particularly our underdrive mechanism tially the equivalent ofobtaining an overdrive from the engine tothe car driving ground wheels.v The direct drive offers advantages of quiet running and high economyfor city as well as country drivingconditionaour control systemv beingsuch that the underdrive may be immediately brought into action at anytime without shock or jolt to the passengers or the parts of thedriving' mechvanisms. Furthermore, the underdrive mechanism is operableat will from the underdrive to jolt.

' which employs gearing of the planetary type for obtaining theunderdrive ratio since this general We have provided an' underdrivemechanism type of gearing offers many advantages of quietncss ofoperation. compactness, and unique ability of control. During the directdrive the gearing is locked-up so that it turns as a unit with thedriving and driven shafts of the underdriving mechanism.

We preferably employ a fluid coupling for providing a drive connectionbetween the engine and the underdrive mechanism although our powertransmission as a whole may be used in conjunction with other forms ofclutches such as the ordinary plate-type friction clutch for releasingthe drive between the engine and underdrive mechanism.

A fluid coupling is however employed by preference since. among itsadvantages are long life without wear since the circulating fluidprovides the drive connection; inherent slip which accommodates the useoi' a relatively fast axle to great advantage since the engine canrapidly accelerate up to its maximum torque ahead of the parts driventherefrom, thereby increasingr what is known as car performance oraccelerating ability; smooth car get-away largely because at lowerspeeds the cushioning effect of the coupling is highest; elimination ofrattle and backlash noises through the whole car driving mechanism andmaking highly accurate fits of parts less necessary since the enginetorque impulses are not transferred back to the driven parts owing tothe drive taking place through a liquid medium; reduction in thenecessity for shifting gears or manipulating speed changes to the usualdegree in the change speed transmission because of the slipcharacteristics of the coupling; elimination of wear as in the facingsof conventional friction clutches; prevention of damage to driven partsof the car mechanism making it possible to use lighter and cheaperstructures because of the softness of the fluid clutch action makingabuse of the parts impossible; provision for safer and easier driving onslippery pavement because of the gentle acceleration and retardationcharacteristics; provision for safety feature if the engine should stallon a hill since the engine may be started without the driver declutchingor removing his foot from the brake pedal; making unnecessary the driverholding his foot on the usual clutch pedal while the car is stopped intraffic: and providing for increased car performance without enlargingengines thereby offering lower weight and cost together with increasedoil and fuel economy, and increased engine life.

Our underdrive mechanism provides reduction gearing, preferably of theplanetary type, having drive control means normally operating to effeetthe underdrive but releasing either at the will of the driver orautomatically in response to operation of the direct drive. Of especialadvantage where a fluid coupling is employed, the underdrive controlmeans is rendered ineffective for a release of the underdrive at thewill of the driver. This provides for release of the underdrive so as todisconnect the fluid coupling from the transmission mechanism rearwardlythereof, thereby to facilitate selective manipulation of thetransmission mechanism especially in starting the car from standstill.

The direct drive of the underdrive mechanism likewise has control means`therefor normally operating when the car is runningr but automaticallyreleasing when the car is standing still. We also make provision forautomatic operation of this control means in response to caracceleration in the underdrive to effect an automatic step-up in thedrive. Thus to initially accelerate the car it is only necessary toeffect release of the underdrivecontrol means in order to manipulate theselectively operable transmission while selective operation duringnormal car running requires only release of the direct drive controlmeans because of the releasable characteristic of the underdrive. Inorder to minimize the number of driver controls and simplify theoperating system we preferably provide a driver operated control elementsuch as a foot pedal for example and means operated thereby to effectsimultaneous or joint release of the control means for both theunderdrive and the direct drive. Thus, under any conditions of car driveor at standstill, the drive through the underdrive mechanism may bereleased even though the engine is running fast enough to operate thedriving shaft of the underdrive mechanism by virtue of the fluid mediumcirculated in the fluid coupling.

In the event that the fluid coupling is dispensed with, a conventionalfriction plate-type clutch may be employed in which case it is notnecessary to use a driver release means for the underdrive controlmeans. When the driver release means is employed, the underdrivemechanism may, if desired, be connected directly to the engine as willbe more apparent from the detailed description of our invention inillustrative form.

We also employ a novel control system whereby the direct drive of theunderdrive mechanism may be released at the will of the driverpreferably by several independently operable driver controls. One ofthese controls is provided to enable sustained underdrive without thedirect drive coming into action, this overall drive thus preventingautomatic operation of the step-up drive.

Another of the aforesaid controls is operable in response to driveroperation of the engine throttle adjusting mechanism to automaticallyeffect a kick-down or step-down from direct to underdrive and, onrelease or partial release of the accelerator pedal, the direct drive isrestored. Preferably the arrangement is such that the accelerator pedalhas a kick-down range beyond its wide open throttle position, the pedalovertravelling the throttle valve. This operation of the acceleratorpedal is a natural movement by the operator when desiring faster caracceleration which is readily obtained in the underdrive ratio withoutshifting the change speed transmission. Once the mechanism is operatedfor kick-down the direct drive is, by preference, not restored until theaccelerator pedal is substantially fully released thereby preventingundesired speed ratio changes within a narrow range of movement of theaccelerator pedal. A further feature of our invention resides in theprovision of control means, such as a dashpot, for regulating theoperation of the direct drive when changing from underdrive therebyobtaining smooth change after kickdown for example.

We have provided a novel underdrive mechanism wherein one of theelements of the planetary gearing constitutes a drive control element inconjunction with the u-nderdrive control means. This control element isadapted, when held, to take reaction of the underdrive. By providing thecontrol means with an overrunning device between the reaction-takingelement and a holding means therefor, the underdrive will be made toautomatically function, while releasing in response to the faster ordirect drive. The overama-sea running device thusk is part of theunderdrive while overrunning during the fasteror direct drive.Furthermore by providing means "to re,.

'- lease the holding means the overrunningl device may be renderedineffective to hold the control 1 element for taking reaction and thus.the linder-V drive may be released. 'I'his releasable holding v meansis, as aforesaid, `of especial signicance in systems employing 'a fluidcoupling or where no main clutch is used. The releasable 'holding means,in conjunction at times with the direct in the form of a clutch adaptedto lock the underdrive gearing to directly drive the driven shaft fromthe driving shaft. This clutch is arranged to engage automatically inresponse to predetermined car speed and, by preference, pressure fluidis utilized to engage the direct clutch, the supply of pressure fluid tooperate the clutch being controlledrby valving means adapted foroperation in l', A

response yto driver operation of the aforesaid driver controls. Afurther feature of our invention resides in the provisionxof novel meansfor controlling the length of vtime of car acceleration in underdrivebefore automatic engagement of the direct drive clutch takes place.

In one embodiment of our invention we have provided means for veffectingrelease of the direct drive clutch in response to driver manipulation ofthe change speed transmission so that, for speed ratio changes in thistransmission, it is unnecessary during normal car running for the driverto manually release any of the drives in the underdrive mechanism. Thisdirect drive release preferably comprises'a solenoid. which, whenenergized during driver manipulation of the change speed transmission,operates the valving means 'to cut-olf pressure iiuid delivery to thedirect clutch. The solenoid is also adapted for independentenergizationby operating the aforesaidvpedal and kick-down mechanisms. a

A further feature of our invention resides in an improved planetary geartransmission wherein the parts thereof and associated shafts are ar-Vranged in a compact man-ner for minimizing space required forinstallation, simplicity of assembly,

.low cost of manufacture and improved emciency of operation. v

Another feature resides inthe provision of an v 3 the underdriveYmechanismto the change speed l I l y In starting the carI the changespeed transmis sion may be manipulated for either low or direct and thecar will drive in the underdrive of the underdrive mechanismautomatically stePPinE-up to a faster or direct drive vinthe underdrivemechanism. I'he change'speed transmissionis ment of parts moreparticularly hereinafter depreferablymanipulated by a remote controlmechanism conveniently located at the car steer l ing wheel and thistransmission incorporates im` proved features oi simpliiled structureand eili- Acient operation of the parts.'

A-n additional object of our invention is to provide a driving mechanismembodying a pumped valve-controlled oil supply to a change speedcontrolling device wherein, while the mechanism is driving or while thepump is operating, oi1 is sup- 'plied for lubricating partsof themechanism regardless of the position of the valve.

Further objects and advantages 'of our invention reside in the novelcombination and arrangescribed and claimed,.reference being had to theaccompanying drawings illustrative of several embodiments of ourinvention in which:

Fig. 1 is a side elevational view of our power transmission somewhatdiagrammatic in form improved change speed transmission and manipu- .l

lative control therefor. This transmission is preferably arranged totake the drive ,from the planetary gear transmission for selectivelyobtaining a plurality of forwardly driving speed ratios `and reversedrive from thel driven shaft of the planetary transmission to the outputor tailsh'a-ft leading from the change speedtransmission. By

virtue of the novel characteristics'of your underdrive mechanism, thechange speed transmission, when employed in the power transmission as awhole, preferably provides for a low or speed re- Iduction and a fasterdrive preferably direct. Such able together with a reverse which doesnot require'shift control of the -overrunning device ,of the underdrivecontrol means since, by preference, only forward speeds are transmittedthrough Fig. 1A is a diagrammatic plan view of the vehicle powertransmission.

Fig. v2 is a topplan view of the steering wheel taken as indicated byline 2-2 of Fig. 1 and illustrating the driver operated remote controlshifting element.

Fig. 3 is a sectional view taken as indicated by line 3-3 of Fig. 1illustrating the remote control mechanism.

Fig.l 4 is a diagram of the path of shifting movements `of the shiftingelement at the steering wheel as viewed by the indicating line 4 4 ofFig, 2.

Fig.a5 is a sectional view of the remote control mechanism taken asindicated by line 5-5 of Fig. 3.

Fig. 6 is a sectional view showing the mechanism of the remote controllocated at the lower end portion of the steering post, the section beingtaken looking downward and rearward generally as indicated byline 6--6in Fig. 1 but devlating therefrom to show the electrical switchstructure which is best shown in Fig. 7.

Fig. 7 is a sectional bottom view takeny as indicated by line 1-1 ofFig. 6.

Fig. 8 is a detail sectional elevational view of .a portion of theengine throttle valve adjusting indicated by line i2-I2 of Fig. l1.

Fig; 13 is a side elevational view taken along line |3-l3 of Fig. -12,with parts broken away toA illustrate theshift mechanism for the changespeed transmission. f

Fig. 14 is a sectional top view taken along line M-M of Fig. 13.

Fig, 16 is a sectional elevational view looking Y toward the front andtaken as indicated by line IB-IS of Fig. 9.

Fig. 17 is a sectional plan view illustrating a portion of the pressurefluid supply system for the direct drive control means of the underdrivemechanism, the view being taken generally as indicated by line I1-l1 ofFig. 9.

Fig. 18 is a detail sectional view through one of the pressure fluidoperated motors for releasing the underdrive controlling means, the viewbeing taken as indicated by line |8-l8 in Fig. 16.

Fig. 19 is a sectional elevational view looking toward the rearillustrating the pressure fluid control system for the controlling meansof. the direct drive in the underdrive mechanism, the view being takenas indicated by line I 9-I9 of Fig. 9.

Fig. 20 is an enlarged fragmentary view of a portion ofy the dashpot asseen in Fig. 19.

Fig. 21 is a sectional elevational view of the pressure fluid pump takenas indicated by line 2l-2I of Fig. 9.

Fig. 22 is a detail sectional side elevational view illustrating amodified arrangement for energizing the solenoid by driver operation ofthe means for effecting release of the underdrive controlling means.

Fig. 23 is a view generally corresponding with Fig. l but illustrating asomewhat modied system/of transmission control.

Fig. 24 is a sectional elevational view generally Y tion to the rearvehicle ground wheels 52.

corresponding to Fig. 19 but illustrating the valving means of the Fig.23 modification, the view being taken as indicated by line 24-24 of Fig.23.

Fig. 25 is a detail sectional plan view taken along line 25-25 of Fig.2'7.

Fig. 26 is a detail sectional plan view taken along line 26-26 of Fig.24.

Fig. 27 is a sectional elevational view taken along line 21-21 of Fig.24.

Fig. 28 is a side elevational view taken as indicated by llne 28-28 ofFig. 24.

Fig. 29 is a detail sectional plan view taken as indicated by the line28--29 of Fig. 24,

Fig. 30 is a sectional elevational view of another modication showing acontrol system in form for use with the Fig. 23 system.

Fig. 31 is a side sectional elevational view taken as indicated by line3I-3| of Fig. 30 With parts broken away to illustrate the valvingmechanism Fig. 32 is a detail sectional plan view taken along line32--32 of Fig. 30.

Fig. 33 is a fragmentary sectional elevation showing a portion of theFig. 9 structure modified by the omission of the fluid coupling;`

Fig. 34 is a sectional elevational view taken as indicated by line34--34 of Fig. 33.

Referring to the drawings we have elected to illustrate the principlesof our invention in connection with power transmission for a motorvehicle although we desire to point out that many of the features of ourinvention are capable of use to advantage in other forms of devices.connection with the adaptation of our invention as a motor vehiclepoweltransrnission, we have illustrated in Fig. 1A, in diagrammaticform, a typical arrangement of the principal illustrated portions of ourpower transmission wherein reference character `A'represents the motorvehicle InA prime mover which is preferably in the form of the wellknown internal combustion engine, the drive passing from the enginethrough a clutch which, by preference, is a fluid coupling B, to thespeed ratio changing means herein illustrated as comprising a forwardmechanism C and a rearward mechanism D from which the drive may pass,for the usual type of rear drive, by way of a conventional propellershaft 50, thence through the differential E to drive the rear axleportions 5i which have the usual drive connec- As will be presently moreapparent. a more conventional type of main clutch may, if desired, besubstituted in place of the fluid coupling B or the drive may passdirectly from engine A to the speed ratio changing mechanism; also themechanisms C and D may be disposed in a single casing and in manyinstances it may be preferred to omit at least the forwardly drivingspeed ratios of the mechanism D inasmuch as the mechanism C will, byitself, provide for improved exibility of forwardly driving speed ratiochanges. We also desire to point out that our references to parts"rearwardly or forwardly are terms employed in their relative sense andare used for convenience of reference in referring to the illustratedembodiments of our invention.

The engine A has its crankshaft 53 (Fig. 10) connected by fasteners 54with the impeller 55 of the fluid coupling B, this impeller having theusual fluid circulating vanes '56 which extend substantially radially ofthe axis of rotation of the impeller and which are spacedcircumferentially around the impeller so that the fluid medium, such asoil, is caused by centrifugal force to go outwardly in the spacesbetween the vanes 56 for discharge into the spaces between the vanes 51of'the runner 5B whereby the latter is driven from the impeller in amanner which is generally well known.

In order to facilitate the manufacture of the iluid coupling theimpeller may be mounted on the crankshaft 53 by reason of the hub 59suitably welded to the impeller and having a rearwardly extending hollowjournalling portion 60 adapted to receive the frietionless bearing 6|which is supported inwardly by a second hub 62, the latter being fixedwith the runner 58 through the intermediary of the baille plate 63 whichhas the known function of interrupting the circulation of the fluid inthe coupling when the engine is idling to thereby minimize the drag ordriving effect through the coupling at times when such drive is notdesired.

The runner 58 is thus centered and journalled by its hub 62 and thebearing 6l within the hollow hub 60 rigidly carried by crankshaft 53.Disposed within the hollow hub 62 and splined for driving connectiontherewith at 63 is the forward reduced end portion of a hollow shaft 64,this shaft extending forwardly within the bearing 6l for centeringsupport thereby and constituting the driving shaft for transmittingdrive from engine A and fluid coupling B to the forwardly disposedportion C of the general speed ratio changing mechanism.

The impeller 5 5 carries the engine starting ring gear 65 and is alsoformed with a rear housing portion 66 which extends inwardly around therunner 58 and is provided with any suitable type of fluid seal,generally designated at 6l whereby escape of fluid is prevented at therear portion of the runner 58. The forward end of the hub 62 is closedby a plug 68 for preventing escape of fluid rearwardly within thishollow hub. Dis. posed within bearing 6| of the hollow forward endportion of the driving shaft 64 is the reduced forward end portion 89 ofthe driven shaft 10. the latter being the shaft which transmits thedrive from the driving shaft 64 to the rearwardly disposed portion D ofthe speed ratio changing mechanism. This shaft is therefore in thenature of an intermediary shaft and becomes the driving shaft for themechanism D. Shaft portion 69 is lournalled by a bushing 69a: withinshaft 64 and is thereby also centered by bearing 8|.

For convenience of reference we will refer, unless otherwise noted, toforward rotation as being the rotation corresponding to that of thecrankshaft 68 which has thel usualI clockwise rotation viewed from frontto rear, this being the direction of rotation of shafts 64 and 10 whentransmitting the drive to the mechanism D wherein we have located meansfor reversing the normal direction of drive in order to operate thevehicle in reverse.

The mechanism C preferably comprises -a speed ratio changing mechanismemploying planetary gearing and more particularly this mechanism isarranged to provide selectively operating forward drives, one of whichis a reduction or underdrive and the other of which provides arelatively faster drive of the driven shaft 10 with respect to thedriving shaft 64. This relatively faster drive is arranged to provide adirect drive wherein the speed ratio is 1 to 1.

The driving shaft 64 extends rearwardly to provide an enlarged hollowintermediate portion 1| carrying at thev rear end thereof an internal orannulus gear 12 adapted for direct drive conl nection with the drivingShaft portion 1I through 'the intermediate spider portion 13 of thedriving shaft. Meshing with this annulus gear are a plurality of planetgears or pinions15, one of which is illustrated in Fig. `9.. each planetgear being rotatably mounted on an axle shaft 16 supextending within thehollow intermediate Dortions 1| of driving shaft 64 and being splinedaaaasoe ing to rotate as a unit in transmitting a direct drive fromdriving shaft 64 to the driven shaft `10. In applying these principlesto our invention, we have provided controlling means for the rotatablereaction-taking sun gear 80 of such a nature that rotational tendency ofthe sun gear in a direction opposite to that of the forward drive ofthe. driving shaft 64 is prevented preferably by an overrunning deviceso constructed and larranged that when the planetary gearing is lockedfor the direct drive the holding means will automatically release toaccommodate the forward drive of the sun gear. By preference, thearrangement is such that normally backward rotation of the sun gear isprevented while means is provided under control of the vehicle driver,to render this holding means inoperative in order to permit freebackward rotation of the sun gear and thereby disconnect the drive tothe driven shaft 10 through the reduction planetary'gearg ing. We havealso provided a second controlling means adapted to function inconjunction with g the sun gear 80; this latter controlling means willpreferably be in the form of a pressure fluid operating clutch adaptedwhen engaged to effect a direct drive connection between shafts 64 and1|) as by directly drivlngly connecting sun gear 80 With the carrier 11through the intermediary of driven shaft 10.

Referring now to the controlling means releas- This cam member isprovided with a series of cam portions 84 engaging the overrunningrollers 65 maintained in properly' spaced relationship with each otherby a cage 86 in the manner'generally well known in connection with the`so called free wheeling devices. The outer member 81 of the overrunningdevice is provided with an internal cylindrical surface 88 (Fig. 16),and it will be noted that the cam surfaces 84 are so at 19 for directdrive connection with the driven shaft 10. The driving shaft 64 istherefore coni structed with a rearwardly direct enlargement to providethe annulus gear 12, this arrangement permitting the'carrier 11 toextend directly inwardly from the axles16 for direct drive connec-V ftion with the driven shaft 10. The hub portion 18 is preferablyjournalled within shaft portion such as the babbitt lined bush- 1| by abearing ing 18x.

The planet gears l15 also mesh with a hollow derdrive to the drivenshaft 1n relative to the speed of rotation of the driving shaft 64 byvirtue of the carrier 11 driving through the splines 19 on the drivenshaft 10. 'Ihe sun gear 80 under such conditions `provides reaction forthe underl drive and in the event that the sun gear is directlydrivingly connected with one of the other members or elements of theplanetary train. then the entire train will be locked to cause thegeararranged that rollers will be automatically when the sun gear 88tends to rotate backwardly although whenever the sun gear tends torotate forwardly the rollers 85 will be automatically released to permitfree forward rotation ofthe sun-gear. i

In order to hold the outer member 81 against backward rotation and'toprovide for release of this outer member when desired, we have pr videda releasable braking means generally designated at G preferably in theform ofva plurality eof annular friction discs generally similar tothose employed in multiple disc clutches. The outer member 81 isprovided with a series of longitudinally or axiallyv extending splines89 which receive a plurality of discs 90 carrying the mats of frictionmaterial 9| at their outer peripheries. The casing 92 of mechanism C isprovided with a series of internal splines r93 for receiving the rearstationary abutment plate 94, an intermediate plate 95-and a forwardpressure plate 96, it being understood that plates 95 and 86 are heldagainst rotation but are adapted to move axially along the 4splines 93to release their frictional engagement with the mats 9| which aredisposed to either side of the intermediate plate Secured between theforward flange 91 of casing 92 and the rear flange 98 of the fluidcoupling stationary-housing 99, there is .disposed the flange of a fixedintermediate member |0I, a series of fasteners |02 being provided tosecure the aforesaid flanged parts in fixed assembled condition. Themember |0| has a circumferentially spaced series of spring-receivingpockets |03, each accommodating the forward end of a coil spring |04thrusting against member |0| and also against the pressure plate 96, thecombined thrust of the springs |04 being suiiicient to normally pack thefriction mats 9| against the plates 94 and 95 to hold the outer member81. of the overrunning device F so that the underdrive may take place.

As best shown in Figs. 16 and-18, we have provided pressure uidoperating means for releasing the braking means G from the load ofsprings |04. At a plurality of points around the pressure plate 96, thisplate has welded thereto the unloading plates each of which extendsoutwardly from plate 96 for axial movement therewith, the splines 93being of less length at the location of these plates |05, the plates |05having longitudinal movement while being prevented from rotating. Eachof the latter plates is formed with a longitudinally extending opening|01 which receives the forward end portion |08' of a piston |09 of thepressure fluid operated motor, generally designated as H in Fig. 18.

The casing 92 is provided with a plurality o f forwardly openingcylinders ||0 longitudinally aligned with the respective openings |01 ofthe unloading plates I 05, each cylinder ||0 slidably accommodating oneof the pistons |09 each of which has a flexible expanding sealingelement adapted to prevent escape of pressure fluid forwardly of thepiston. A further sealing means ||2 is provided at the forward end ofeach cylinder ||0 for sealing operation at the intermediate enlargedportion ||3 of each piston |09, a vent ||4 operating to allow eachpiston |09 to move freely forwardly without tendency of compressing airwhich would otherwise be trapped between the piston and the sealingmeans ||2. A relatively light spring ||5 is disposed Within eachcylinder ||0 within the casing 92 and the convenient point such as at toone of the lower cylinders I I0, the pressure fluid being conducted by apipe |2| which leads forwardly and upwardly (Fig. l) to a mastercylinder |22 having an oii storing and supply chamber |23 for supplyingreserve oil through a passage |24 to a cylinder |25. The cylinderslidably receives a piston |26 operable by a piston rod |21 pivotallysecured at |28 to the driver operable element or pedal |29 having apivotal support at |30 to the casing 92 of the underdrive mechanism C.The arrangement is such that when the vehicle driver depresses the pedal|29, piston |26 will be moved forwardly to close off the reservoirsupply pasf' sage |24 thereby building up a pressure at the forwardportion of cylinder |25, this p-ressure fluid being delivered throughthe pipe |2| and thence through the pipes ||1, ||6 and ||8 and into thecylinders ||0 for simultaneously operating the pistons |09 forwardly.This will move the unloading plates |05 forwardly along with pressureplate 96 and compressed loading springs |04 so as to unload the brakingthrust at the brake G piston seat for maintaining the piston in properassembled relationship with respect to the unloading plate |05. FromFig. 16 it will be apparent that we have illustrated four of thecylinders ||0 and it will likewise be apparem-I that Y ||0, furthergenerally similar conduits or tubes ||1 and ||8 being respectivelydisposed generally vertically for connecting each of the lowermostcylinders ||0 with an upper cylinder at the same side of the casing 92.The tubes |6, and |8 are preferably located in the moldduring thecasting of the casing 92 so that they are imbedded in this casting andform an integral part thereof. In order to prevent accumulations of airwithin the fluid conducting system, we Ihave provided one or more plugs||9 which may be removed when the system is filled with the operatingfluid, such as oil, thereby insuring against trapping any air whichmight prevent efficient operation of the pistons |09.

Pressure uid is adapted to be admitted at a and thereby effect releaseof this brake to render the overrunning control device inoperative as aholding means for preventing backward rotation of sun gear 80.

The controlling means for releasably effecting the relatively fasterdrive or direct vdrive through the underdriving mechanism C comprisesthe clutching means generally designated at J and is preferably in thenature of a multiple disc clutch. The driving portion of this clutchcomprises an annular disc or spider |3| which is directly drivinglyvconnected at its' inner portion with the f aforesaid splines 92 of thesun gear controlling extension 8| rearwardly of the cam member 83.Carried on the outer end of spider |2| is the drum-like member orcylinder |32 formed with longitudinally extending internal splines |33which afford connection with spider |3| and also slidably receive theannular driving discs |34 and |35 whereby these discs cannot rotaterelative to cylinder |32 but may have limited longitudinal slidingrelative thereto. Interposed between spider |3| and driving disc |34 isthe friction mat assembly |36 carried by a driven disc |31 having asimilar splined connection at its inner portion -with the spline-s |38of a spring cage |39 splined at |40 for direct driveconnection with thedriven shaft'lll. A similar friction mat assembly |4| is disposedbetween driving discs |34 and |35, this latter assembly also having adriven disc |42 likewise engaging splines |36. y Y

The cage |39 is formed with a plurality of circumferentially spacedrearwardly opening springreceiving pockets |43, each receiving a coilspring |44 thrusting rearwardly against the annular pla-te |45 which,when the clutch J is disengaged as in Fig. 9, acts against a rear wall|46 of the cage |39 and also against the inner annular ange |41 of anannular piston |46 which forms `a portion of the pressure fluid operatedmotor, generally designated as K. This piston |48 is slidable within theannular chamber |49 which opens forwardly, the piston having an outerannular flange |50 adapted to thrust against the frictionmat-carryingpressure plate assembly |5| which is splined at |30 to the cage |39.

It will be apparent that when pressure fluid, such as oil, is introducedto the rear of piston |49 and within the chamber |49, the piston will bemoved forwardly within this chamber causing the flanged portion |50 tothrust the pressure plate assembly |5| forwardly to thereby pack ther|48 alsol causes the flange portion |41 to depressy the springs |44 andwhen the pressure fluid is releasedat the piston, these springs willrestore the e piston rearwardly to the Fig. 9 position and, of

course, release the clutch J and thereby interrupt or break the directdrive from driving shaft 64 to driven shaft 10. We will .now describethe means for effecting the automatic operation of the directdrive'controlling means in response to acceleration of the car inunderdrive whereby an automatic step-up is provided in the underdrivemechanism and such description will also include several of theindependently operable driver control means for effecting release of thedirect drive controlling means. y Y

We preferably effect operation of the direct v drive controlling meansor clutch J through the 4.axnedium of pressure iluid supplied to themotor K by means of a pump driven from or with the driven shaft so thatwhen the car is standing still'the fluid will not be delivered underpressure to the motor K but' so that the pressure fluid will bedelivered to this motor whenever the driven shaft has a predetermineddesired speed of rotation bearing a desired relationship with the speedof travel of the car. l

pump is designated at L `(Fig. 21) and 4 cbinprises an inner drivingmember |52 fixed to the' driven shaft 10 by the ball fastener |53, thisl driving member having a plurality of teeth |54,

one less in number than the companion internal teeth |55 of the outerdriven pump member |56. This general type of pumpis well known in the iart, the arrangement being such that the inner member |52 rotates withdriven shaft 10 thereby also rotating vouter pump member |56 and causingfluid to be drawn into the pump suction chamber |51 and delivered underpressurel at th pump pressure chamber |58.

The pump is rotatably located between the rear transverse wall |59 ofthe casing 92 and the pump housing portion |60 of a casting |-6| whichis secured to the casing Wall |59 by suitable fasteners |62.` A supplyof oil is maintained in the reservoir or sump |63 of the casing 92, thisoil being drawn through an intake tube |64 to the suction chamber |65(Fig. 19) formed in the castingj|6|, this chamber |65 being open to thecrescent-shaped intake chamber |66 for delivery to the pump intake |51..At the pump delivery the pressure fluid is passed from 4the pumpchamber |58 into a crescent-shaped pressure'delivery port |61 fordelivery of the pressure fluid forwardly through the casting passage |68whence the fluid divides into two paths or streams respectively leadingto the motor K and to an axial bore or passage |69 formed in thedrivenshaft 10 for distributing the oil for lubricating purposes to the partsof the underdrive mechanism C and also preferably to parts to belubricated in the change speed transmission D.

FollowingI the path of the pressure fluid from vthe delivery passage |68to the motor K, the iluid passes transversely through the passage |10 to`the valving means, generally designated at M and from'this valvingmeans the oil is delivered transversely inwardly by a passage |1| to alongitudinally forwardly extending groove |12 closed inwardly by asleeve |13 surrounding the driven shaft 10 and secured thereto againstrelative rotation.l The groove passageway |12 extends forwardly to anannular chamber |14 which surrounds the sleeve |13 and has a pluralityof outwardly extending radial passages |15 for delivering the iluidfrom` the annular chamber |14 to the pressure iluidvadmitting passages|16 formed in the cage |39 and is disposed as to admit pressure uid intothe chamber |49 vrearwardly of the annular piston |48. A pair ofexpanding sealing rings |11 are carried by casting 6| adjacent theradial passages |15 and acting against the cage |39 adjacent passages|16 in order to prevent the escape of the fluid vvhilepassing betweenpassages |15 and |16. It

will therefore be apparent that rotation of the ldriven shaft 10 in itsnormal forward direction will operate the pump L and cause fluidadmitted through the intake |64 to be delivered from the pump underpressure to the controlling valving means M thence to the chamber |49for operating motor K to effect engagement of clutch J to establish thedirect drive from shaft 64 to shaft 10.

The valving means M is carried by the portion |18 of. the casting |6|,this casting portion being formed with a vertical valve receiving bore|19 with the bearing heads |8I, |82 and the inter' mediate reducedportion |83 adapted when in the Fig. 19 position to establishcommunication between passages |10 and |1I. The casting portion |18 hasa downwardly opening, enlarged bore |84 receiving acoil spring |85seated by a pin |86 and thrusting upwardly against a washer |81 to urgethe valve |80 into its pressure fluid delivery position, illustrated inFig. 19. This valve has an upwardly extending stem |88 engaged by a:linger |89 of a lever |90 pivotally supported at' |9| to a bracket |92carried by a cover member |93 which is secured to the side `Wall |94 ofthe casing 92.

strument panel 200 (Fig. 1). When it is desired to render the directdrive inoperative, for enabling sustained underdrive through theunderdrive mechanism C, thedriver pushes the knob |98 to operate theBowden wire mechanism |91 thereby-causing the plunger |96 to moveinwardly and engage nger |95 for swinging the lever |90 in a clockwisedirection as seen in Fig. 19. This movement| of lever |90 causes finger|89 to move the valve downwardly against the spring |85 until thebearing portion |8| of the valve is opposite the casing portion 20|between the passages |10and |1|. This opens the pressure fluid deliverypassage |1| to the reservoir |63 and the fluid is free to ow outwardlyof passage |1| and upwardly above valve bearing portion |8| fordischarge at the upper end of the bore |19 and at the same time thepressure iiuid in passage |10 is trapped at the reduced portion |83 ofthe valve |80 to cut o ff the pressure uid supply to passage |1| Aandthe clutch J. When the valve |80 is thus moved downwardly, springs |44operate to move piston |48 of motor K rearwardly Any suitable frictionor detent means may be employed at any convenient point in the Bowden-wire mechanism in order to releasably hold the knob |98 either in theposition illustrated in Fig. 1 or in its other position aforesaid forholding the valve |80 downwardly against the restoring action of thespring |85. In Fig. 1 we have illustrated a detent 202 which acts on theBowden wire mechanism at the housing |99.

We have also provided means for cushioning the restoring movement ofvalve |80 when the spring |85 acts to move the valve upwardly from tieposition of shutting off the supply of pressure fluid to clutch J to thevalve position illustrated in Fig. 19. This cushioning means comprises adashpot generally designated at `N (Fig. This dashpot comprises aplunger or a piston 203 having a downwardly extending rod portion 204engaging the upper portion of the finger |89 so that this finger isdisposed between valve stem |88 and piston rod 204. The piston 203carries the flexible seal 205 slidable in the cylinder 206 formed in acup 201 threaded at 208 within the upper wall of casing 92, the cuphaving internal threads 209 at its upper-end portion 2|0 for threadedlyreceiving the abutment plug 2| The cup member 201 is seated at 2|2 in arecess portion 2|3 of the casing 92, the abutment 2|| serving toyieldingly limit upward movement ofplston 203 under the influence ofspring |85. Piston 203 and abutment 2|| provide an annular aircompressing chamber 2 I4 so arranged that when the piston 203 movesupwardly air is trapped at a chamber 2|4 for regulating and cushioningthe upward movement of valve |80 for insuring a smooth engagement ofclutch J. The abutment 2|| has a depending annular flange 2|5 adapted toseat against an upstanding companion flange 2|6 where, betwen cup 201and at one or more points, the abutment 2|| has a small scratch orgroove 2|1 to provide a restricted communication between the aircompressing chamber 2|4 and a second annular chamber 2|8 within theportion 2|0 of the cup member, the chamber 2|8 being open to theatmosphere through one or more passages 2|9.

When the underdrive mechanism C operates to effect a change in the drivefrom the underdrive to the direct drive by the upward movement of valve|80 to the Fig. 19 position, this upward movement of the valve iscontrolled by tde yclashpot N to effect a smooth and gradual applicationofthe clutch J to avoid any undesired jolt or shock to the vehiclepassengers or operating parts of the power transmission. This dashpot isof a. particular significance with respect to the manipulation of thevthrottle operaang mechanism after kick-down, as will prescnt.y be moreapparent.

The lever |90 is also provided with a downwardly extending finger 220disposed within the opening 22| of an operating plunger 222 of theelectrically energized solenoid O. This solenoid may be of any wellknown suitable type and is so arranged that when energized the plunger222 is moved outwardly to swing the lever |90 in a clockwise direction,as viewed in Fig. 19 and thereby move the valve |80 downwardly to cutoff the pressure fluid supply to motor K inde-k pendently of thecorresponding operation of valve |80 by the knob |98 so that when it isdesired to y provide sustained underdrive it is n'ot necessary tomaintain solenoid 0 in energized condition. When the solenoid O isde-energized the spring |85 serves to restore lever |90 and plunger 222to the positions of these parts shown in Fig. 19 so that the pump L-willdeliver pressure fluid to the cylinder |49 of the motor K.

The solenoid O is adapted for energization in response to manipulationof a plurality of independently operable driver operated controlelements, one of which comprises the aforesaid pedal |29 such that whenthis pedal is pressed to effect release of the brake means G, the clutchJ will also be released.

Referring to Fig. 1, we have provided a switch 223 of any suitable typehaving an actuating plunger 224 adapted for operation by forwardmovement of a rod 225 slidably supported in a carrier block 226 securedadjacent the lower end of pedal |29. The -rod 225 is formed with acollar 221, a spring 228 acting between block 226 and collar 221 toyieldingly maintain rod 225 forwardly within the limit allowed by a rodpin 229 engaging the rear face of the block 226. The spring 228 providesa yielding connection between block 226 and rod 225 so that when pedal|29 is depressed the rod 225 engages the switch actuator 224 for closingthe switch 223 and thereafter the pedal |29 is free to continue itsstroke for pumping pressure iiuid at the master cylinder |22, the block228 moving with the pedal to iurther compress spring 228 and therebyovertravelling the rod 225.

The switch 223 when closed is adapted to complete a circuit forenergizing the solenoid O and in Fig. 1 we have diagrammaticallyillustrated a typical circuit wherein a ground wire 230 leads to theusual storage battery 23| and thence tirough a. wire 232 to the usualammeter 233. From the ammeter a lead .is taken at 234 which extendstoone of the contacts 235 of the solenoid O. The other solenoid contact236 has a wire 231 connected with a contact 238 of switch 223,

the other contact 239 thereof connecting through a wire 240 with theterminal 24| of the ground box 242 to complete the circuit for thesolenoid operating switch 223.

Another of the aforesaid driver manipulated means for effectingenergization of solenoid O is preferably arranged in conjunction withoperation of the engine throttle -actuating mechanism and preferably inresponse to driver manipulation cf the throttle operating means for anovertravel beyond wide open throttle. Referring particularly to Fig. 1,the engine A is provided with the usual intake manifold 243 having theriser 244 through which the carburetted fuel and air mixture passes fordistribution inders under control of the customary butterfly throttlevalve 245. This throttle valve is fixed to the upper end of a swingingactuating lever 246 so arranged that when the lever is in a forwardlyswung position for wide open throttle, tie lever engages a stop 241 tothereby limit further forward swinging movement of lever 246.

The lever 246 is adapted for swinging movement to the enginecylwardlyfthrough the toet-board 250 for pivotal connection at 253 witha lever 254 pivotally supported at 255 for swinging movement. Pivoted tolever 254 is a forwardly extending throttle valvel actuating rod 256which (Fig. 8) slides through an opening of the' ear 251 of a bracket,258, this bracket having a forward portion 259 secured to a guide block260 provided with a rearwardly open bore 26| and having pivotal`connection at 262 with the lower endlk of the aforesaid throttleloperating lever` 246. The rod 256 has xedthereto a collar 263 forwardlyadjacent the ear 251, a preloaded spring 264 Asui-- rounding rod 256and` acting between the block 260 and collar 263 so that normally thisspring serves as a connection between rod 256 and block l26|). .Thespring 264 functions as an overtravel spring and during the overtravelof accelerator pedal 248 advises the operator that he is manipulatingthe accelerator pedal for-"the kickdown by reason of theextra resistancein addihaving a pair of switch operating fingers 266 and 261 alternatelyengageable with the swinging operating element 268 of an electricalswitch 269 preferably of the well known snap-over type provided with thecontacts 210 and 21|. In the ,fully released position of acceleratorpedal 248, as in Fig. 1, the nger 266 has operated the switch element26B so that the switch is open and. when the accelerator pedal is4depressed to the limit of its aforesaid throttle opening range ofmovement, the finger 261 has been swung upp wardly about the leversupport 255 and into engagement with the forward face of switch ele tionto spring 25| afforded' by this compression of spring 264 when thecollar 263 moves toward the bleek 26e. In otherl werds, whehthe`vaecelerator pedal is manipulated for kickdown; an

extra resistance is encountered by reason of compressing spring 264during operation of the "Fig, 8 mechanism which accommodates over-`travel o f .the accelerator'pedal beyond its wide i l open throttleposition. The forward` end of rod 256 is slidably disposedin the bore26|, the

bracket 258 limiting the separating tendency of rod 256 and block 260under the action vof the `spring-264.

Whenthefaccelerator pedal 248 is depressed `to open the throttle -valve245, link 252 operates "to swing lever 254 forwardly, rod 256 thrustingy `block 260 forwardly without relative movement therebetween so as toswing lever 246 forwardly and if the accelerator pedal is depressed `tothe end of its range of 'throttle opening movement the lever 246 willengage the stop 241. The accelerator pedal 248 is adapted to havev afurther range of movement for .overtravelling the throttle valve while4maintaining the latter in the wide open throttle position andV in ordertov accommodate this overtravelling movement they mechanism illustratedin Fig. 8 comes into action so that forwardlovertravel of rod 256 will"fthen Vslide in ,bore 26| and further compress spring 264 withoutforwardly moving block 26|)V i or the'throttle` operating lever 246;lUponr release ofthe accelerator pedal 248, spring 25| assisted by spring264 operates to restore the parts,

to the throttle closed positions illustrated in Fig. 1. kDuring thisreturn `movement of the parts,rod 256 and thepartsr-between this rod andthe' pivot 249 are moved relative to block 260 and lever 246 untilthecollar .263 engages the ear 251-` of the bracket 258 and thereafterspring25| will move rod 256 along with block 26|) and lever 246V withoutlost motion until the throttle valve 245 is restored to the closedposition and the accelerator pedal 248 is correspondingly positioned, asinFig. 1.v

The aforesaid overtravelling movement of the i accelerator pedal 248 isadapted to effect energization of solenoid VO preferably by means whichwill not restore the valve 80 to the Fig. 19 position until theaccelerator pedal 246 is substantially fully released whereby undesiredcyclical operations-of the valve |60 within minor i movements of theaccelerator pedal arev avoided.

A switch operating lever 265` is adapted to move with the aforesaidlever 25.4, this lever 265 I the releasing movement of the acceleratorpedal is utilized for causing finger 266 to swing in a' counterclockwisedirection and effect the snapv y ment 268. When the accelerator pedal isdepressed for the aforesaid overtravelling'range of movement, the finger261 then swings the switch operating elementv 268 in a counterclockwisedirection to cause this element to have the usual snap action in closingthe switch. When the accelerator pedal is kreleased tothe wide openthrottle position, finger 266 doees not then yengage switch' element 268for restoring the switch 'to the open position, this finger-H266engaging the switch element by preference when the accelerator .pedalnears the 'end of its fully released position such that the last portionof over switch opening movement of the element 268 in restoring theparts to the Fig. 1 position.

The contact 210` is connected by a wire 212 with the ground terminal 213at' the ground box 242, the other switch lcontact 21| being conwhen adriverdesires to effect release of the di-V nested through a wire 214with the aforesaid terminal 236 of solenoid O `so that when switch 269is closed a circuit will be completed through the wire 234, ammeter v233and ground wire 23|). It will therefore be apparent that we haveprovided what may `be termed'a kick-down con- `trol for the underdrivemechanism Cso that rect drive and drive in the underdrive, he-has onlyto depress the accelerator pedal v248 through the kick-down throttleovertravellug range' of movement thereof to operate switch 269 and`effect energization of solenoid'O'which, in turn, will operate valve|80. downwardly ,to cut off the supply of pressure fluid to motor K andatv the same time vent cylinder l43to the reservoir |63 to release theclutch J. The drive' will then take place through theunderdrivelplanetary gear-4 ing and when the driver releasesthe accelerator pedalto substantially thel fully' released positionI the switch 269 willbe'openedto deenergize solenoid O whereupon spring |85 will restorevalve to the Fig. 19 position forsupplying pressurey iluid to motor Krand effect operation of .clutch J toV produce'the step-up or directdrive from drive shaft l64 to kdriven shaft 10.

When the solenoid O is deenergized, as afore-v said, the dashpot N comesinto. -action to cushion the restoring Voperation of valve |80 so thatclutch J is engaged with` smooth action during drive in the un-

